Motor vehicle



C. R. PATON Mo'roR VEHICLE Filed June 8, 1934 Aug. 9, 1938.

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Patented Aug. 9, 193s' t' PATENT ori-1ct autres MUTOB VEHICLE Clyde B. Paton, Birmingham, Mich., assigner to Packard Motor Car. Company, Detroit, Mich., a corporation of Michigan Application June 8, 1934, Serial No. 329,567

s claim. wl. ass-34) This invention relates to internal combustion engines Aand more particularly to mechanism forcontrolling the iiow of water or other cooling uld through the cooling system cian engine of this In4 the cooling system of certain internal com- `bustion engines, a by-pass is provided 'for short circuitingthe radiator when the engine is cold.

In such engines two `valves'controlled by a thermostat have been provided respectively for controlling the ilowof the cooling iluid from the The valve controlling devices oi prior constructions have. not been constructed to secure this result. In such constructions the valve controlling the 'ny-pass is often closed when the tern-- perature of the cooling iiuid is considerably bef low the latter'predetermined temperature. With the by-pass closed all of the cooling fluid is passed through the radiator and the full cooling effect of the radiator 'is obtained. In cold weather the fluid is returned from the radiator to the engine 3 40 jacket at a relatively low temperature. This results in the passing of a floodV of reltaively cold Q fluid from the radiator into the .engine jacket which chills the engine and may result in the cracking of the cylinder walls. When the cooling fluid of reduced temperature strikes the thermostat the second valve will be opened and part of the coolingiluid from the engine jacket will then ow through. the radiator and part of said iluid will be returned to the engine jacket through the by-pass.V 'I'hls will result in an increase in the temperature of the cooling huid within the engine jacket and often will cause the thermostat again to close the second valve. 'I'his intermittent closing and opening of the valve controlling the bypass, which is known as "hunting, results fre- -0 reaches a predetermined. temperature, the rst' valve, under the Vaction of the thermostat, is

o1' the engine.

quently in variations of twenty to thirty degrees in the temperature within the engineI block, and the engine, of course, will not run smoothly and efficiently under these temperature variations.

One object of the present invention is to im- 5 prove the construction and mode of operation of cooling systems of the above character for intemal combustion engines with a view oi eliminatlng the hunting action of the thermostatically controlled mechanism 10 Another object of the invention is to provide a cooling system of the character referred to for internal combustion engines in which the by-pass l will be maintained in open condition until the t, cooling fluid reaches a predetermined high tem- 15 perature at which the full cooling capacity of the radiator is required. Y

Another object o1V the invention is to provide, Vfor such engines, mechanism for controlling the circulation of the cooling iiuid through the radi- 20 ator and through the by-.pass having a novel construction and arrangement of thermo-controlled devices.

With the above and other objects in view, the invention consists in a construction embodying 25 the novel and improved features hereinafter described and particularly pointed out in the claims, the advantages of which will be readily understood by those skilled in the art.

I'he invention Wlll'be clearly understood-from 30 the accompanying drawing illustrating the invention inits preferred form and the following detailed description oi' the construction therein shown.v i 1 In the drawing, Fig. 1 is a view partly in side r35 elevation and partly in vertical section taken longitudinally oi an engine and illustrating an engine embodyingthe invention and; y

Fig. `2 is a detail view in vertical section on a larger scale and illustrating particularly the 40.

mechanism for controlling `the flow of cooling iluid through the cooling system. t In the construction shown in the drawing, the

invention is embodied in an internal combustion engine indicated at 2 having a water jacket com- 145 prising 'a chamber 4 vextending over the head and connected by pipes 6, 8 and i0 with'the upper chamber lila oi the radiator Il. The lower chamber of the radiator ls connected by a pipe l2 with that part of the water jacket at the base 50 The engine also comprises a ian i3 mounted on a shaft il driven by a belt I5 and a water pump I6l secured'to the inner end of the shaft. i

The pump IG'rotates within a pump casing Il- 55 having a central opening Il connecting the casing with a passage Il, the lower .end oi' which is connected with the pipe I2. The pump casing is provided with peripheral openings (not shown)` leading to the space within the lower part of the engine jacket. A relatively short by-pass 2i within the engine jacket leads from the chamber 4 to the upper end of the passage I9. When the connection between the chamber 4 and the radiator is open, cooling uid passes from the chamber 4 through the pipes l, l and lil to the radiator and returns to the engine jacket through the pipe I2. The iluid thence is drawn by the pump through the opening Il in the pump casing, is discharged by the pump through the peripheral openings in the casing into the space within the lower part of the engine jacket and after circulating about the cylinder walls returns to the chamber 4. When the by-pass 2l is open, iluid from the chamber 4 passes from said chamber through the by-pass 2| into the upper end of the passage I9 and thence is drawn by the pump through opennig I l into the pump casing from which it is circulated through the engine jacket.

In order tocontrol the ow of cooling fluid from the water jacket to the radiator, a valve 22 is provided. Ihis valve consists of a disc arranged to engage a valve seat 24 formed on a supporting member 25. T'he member 25 is mounted in the p leading from the chamber 4 to the radiator and is provided with a series of openings 2l for the passage of ithe cooling iiuid. Said member is provided with a marginal flange 21 which is clamped between the iianges 2l and 2l formed respectively on'the chamber 4 and on the pipe l to secure the said member in place. The valve 22 is secured to the upper end of a longitudinally movable stud 32 passing through a guide 34 formed on the member 25. To thelower end of the stud 32 is attached a thermostat indicated as a whole at'35 and comprising a plate or disc II secured to the stud and an expansible and contractible chamber or bellows I8 attached at its upper end to the marginal portion of the disc which forms one end wall of the thermostat. The lower end o f the bellows Il restsupon andissecured toaplate 4l forming the other endwall o! the thermostat. 'I'he plate 4l forms part of a yoke 42 embracing the bellows Il. the arms o! the yoke extending upwardly from said plate and the upper ends thereof are secured to the member 25. Y

. 'Ihe flow of the cooling iluid through the bypass is controlled by means of avalve 44 arranged to engage a valve seat 40 at the upper end of said bypass. This valve consists of a disc formingthe lower end wall ot a thermostat indicated g as a whole at 41 and comprising an expansible and contractible chamber or bellows 4l, the lower end ofwhichissecuredto themarginal-portion of said disc. The upper end o! the bellows 4l is secured to and supported by the plate 4I, said plate constituting the other end wall of the thermostat. The thermostat Il is constructed' vtheenginehssbeenwarxnedupwhilethecoolingv duid is below a predetermined temperature higherthan that at which .the valve 22 is opened. The

u valve 44isclosedbythethermostat 41 onlywhen the cooling iiuid reaches the latter predetermined temperature at which the full cooling capacity of the radiator is required.

The bellows of thermostats 35 and 41 are illled respectively with suitable iluids which cause expansion and contraction of the bellows wit' changes in temperature. The setting oi' ea( thermostat is determined by the nature of th, fluid introduced into the bellows thereof and may be varied by varying the said uid. .Any suitable fluid or uid mixture may be employed to produce the opening and closing of the respective valves controlled by the thermostats at the desired predetermined temperatures.

4 The thermostats may be set respectively to open the valve 22 and to close the valve 44 when the cooling fluid reaches any desired predetermined temperatures. In the preferred form of the invention, the thermostat 35 is constructed to open the-valve 22 when the cooling iiuid has reached a temperature within the normal running temperature range o1 the engine and the thermostat 41 is constructed to maintain the valve 44 in open position when the cooling iiuid is within this temperature range. The thermostat 41 closes the valve 44 only when the cooling viluid reaches a relatively high predetermined temperature above the normal running temperature range of the engine at which the i'ull cooling capacity of the radiator is required. In actual practice the thermostat 35 has been constructed to open the valve 22 when the cooling iiuid reaches a temperature of substantially 150 F. and to locate said valve in fully openedposition when the uid reaches a temperature of substantially 190.o F. The thermostat 41 has been constructed to close the valve 44 when the cooling iluid reaches a temperature of substantially 190 F. These settings of the respective thermostats have produced highly satisfactory results in the control of th circulation of the cooling uid. 1

The thermostats 35 and 41 are located within the chamber 4 which is some distance below the upper chamber of the radiator so that they are at all times completely immersed in the cooling fluid. The construction shown has the advantage that, when the engine is cold, the cooling iluid, after passing through the engine Jacket, is returned from the top ot the said jacket to the lower part thereof in relatively short path located within the engine walls so that the :duid loses a minimum amount of heat in its circulation and the engine will heat up very quickly. 'Ihe thermostats also are located within the engine jacket and arecontrolled by the temperature of the fluid within the said jacket.

In the preferred form of the invention above described, while the motor is cold, the thermostats I5 and 41 will both be in contracted condi- Ition, the valve 22-will be held in closed position by the thermostat Il and the valve 44 will be held in open podtion by the thermostat 41 all as clearly shown in 'the drawing. Substantially as the cooling iiuid in the chamber 4 reaches a predetermined temperature, the thermostat 3l expands and opens the valve 22 to allow the iluid from the water jacket of the engine to start circulating through the radiator, the valve moving gradually toward fully open position. The valve 44 continues in open position when the cooling iluid is at a temperaturey within the normal running temperature range of the engine so that part of the coolingiluid continues to pass through the by-pass 2| and part of said iluid passes through the radiator. 'Ihe proportions of the parts of the cooling uid passing through the radiator and through the by-pass are varied automatically by the movements of either one or both of the valves between fully opened and closed positions with the changes in temperature to maintain the luidwithin the normal temperature range. The thermostat 41 operates to close the valve 44 only when the cooling iiuid reaches a relatively high predetermined temperature above the said normal temperature range of the engine.

The ilow of the cooling fluid through the radiator and through the by-pass may be varied in various ways by changes in the setting of the thermostats to vary the temperatures at which the valves controlling the circulation of said iiuid are opened and closed.

The employment of the thermostat 41 which operates independently of the thermostat 35 for controlling the valve 44`insures that said valve will be maintained in-open position when the cooling fluid is below the predetermined temperature at which said thermostat is set to close the valve `or below the temperature at which the full cooling capacity of the radiator is required. Thus the hunting action of the thermostatic mechanism produced in prior constructions with the resultant disadvantages referred toabove will beavoided.

The thermostats '35 and 41 are preferably arranged in axial alignment, and the plate 40 constitutes a common base, and the yoke 42 a common support or carrier for said thermostats.

'Ihis results in a very compact arrangement of the thermostats4 and valves. The thermostats with the yoke 42, valves 22 and 44, stud 32 and support member 25 are all assembled and secured together as a unit and may be applied to or removed from the engine as a unit. The unit is applied tothe engine by introducing the same into the opening in the upper left hand end of the chamber 4, Figs. l and 2, and positioning the same to engage the ange 21 o n the member 25 with the flange 28. The unit is then secured in place by attaching the pipe 6.

It is to be understood that. the invention is not limited to the particular construction and arrangement of parts of the illustrated embodiment of the invention but that the construction shown and described is merely illustrative of the invention and that the invention may be embodiedlinpther forms within the scope4 of the claims.

Having explained the naturev and object of the invention and having specifically described a` pass, a thermostat for adjusting `said iirst valveA above a given fluid temperature, and an independently acting thermostat set to operate at a comparatively 'widely different temperature for adjusting the second valve.

2. An internal combustion engine comprising a water jacket, aradiator, pipe connections between the radiator and said jacket,va valve for controlling the iiow of cooling fluid through said pipe connections, a by`pass for short circuiting the radiator with relation to the engine-jacket, a thermostat for maintaining the iirst valve in closed position when the engine is below a precontrolling the flow of cooling fluid through saidpipe connections, a by-pass for short circuiting the radiator with relation to the engine, a valve for controlling the flow of fluid through said bypass, and thermostatically controlled means for lopening the first valve whenthe cooling uid reaches a predetermined temperature, and for closing the vsecond valve when said fluid reaches a substantially higher predetermined temperature than that eiecting initial opening of said first valve.

4. An internal combustion engine comprising@ a water jacket, a radiator, connections between the water jacket and the radiator, a by-pass for short circuiting the radiator, a thermostatically operated valve within said connection arranged to close the connection when the engine is cold and to gradually'open the connection after the cooling fluid passes substantially a predetermined temperature, and a thermostatically operated valve in the connection for controlling the by-pass arranged to open the) by-pass when the. engine is cold and to close the by-pass when the cooling fluid reaches substantially a higher predetermined temperature fully opening. the iirst mentioned valve.

5'. In an internal combustion engine, a water jacket having a chamber at the top of the engine, a radiator, an upper connection between said radiator and said chamber, a lower connection between said jacket and said radiator, a y

by-pass leading from said chamber to said lower connection for short circuiting the radiator, a disc like support mounted in said chamber, a valve seat on `said support, a yoke having arms attached to said support, a thermostat having a,l chamber attached to said support, a valve secured to said thermostat chamber for engaging said seat, a second thermostat having a chamber attached to said support substantially u in an axial alignment with said first thermostat,

and a valve attached to said chamber in said second thermostat, said iirst valve controlling flow through the upper connection and said second valve controlling flow through the by-pass and said thermostats being set to control the operation of said valves at substantially widely different temperatures. t

CLYDE R. PATON. 

